Automatic train-stopping device.



L. W. HORNE & W. N. CRANE.

AUTOMATIC TRAIN STOPPING DEVICE.

APPLICATION FILED JAN. 24, 1913. 1,142,256. Patented June 8, 1915.

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THE NORRIS PETERS 60.. PHCTU LITHO-. VVASHINC TON. D. C

L. W. HORNE & W. N. CRANE.

AUTOMATIC TRAIN STOPPING DEVICE.

APPLICATION FILED JAN.24. 1913.

1,142,256. Patented June 8,1915.

Zhaz'r ATTORNEY THE NORRIS PETERS 60., PHOTO-LITHQ. WASHINGTON. D. C.

portion of a locomotive,

LAWRENCE w. HORNE ANnwARaEiv n. c

BANE, or NEWYO'RK, N. Y., ASSIGNORS or ONE-THIRD T0 ALBERT C. HENRY.

AUTOMATIC TRAIN-STOPPING DEVICE.

maeae. v

To all whom it may concern v Be it known that we, LAWRENCE 'WEsLEY HORNE and \VARREN NOBLE CRANE, citizens of the United States, residing, respectively, at New York city,in the county of Kings and State of New York, and at New York city, in the county of Bronx and State of New York, have invented a new and useful Improvement in Automatic Train-Stopping Devices, of which the following is a specification.

This invention relates tomeans of automatic' steam controlin locomotives in conjunction with the operation of the 'air brakes, and our improvements comprise simple and inexpensive means, included in the train line of the usual brake system, whereby the steam throttle is caused to be automatically closed simultaneously with the application of the brakes throughthe operation of a track tripping device. a

Inthe drawingsaccompanying this application: Figure 1 is a side elevation of a diagrammatically exhibiting an air brake system, including our improvements; Fig. 2 is an end view thereof; Fig. 3 is an enlarged detail end view of our throttle control device; Fig. A is a side elevation of tail side elevation of the latch bolt and block with throttle levers; Fig. 6 is an end view of Fig. 5, and Fig. 7 is a top plan view of Fig. 5.

As premised, our improvement has relation to means for applying the air brakes and closing the steam throttle automatically in the event of the engineer passing a signal set at danger position. Under these conditions the usual track trip (not shown) is raised in conjunction with the operation of the semaphore, and we provide a pendant valve handle D, carried, as by the locomotive, in the path of said track trip, to be swung by contact therewith, and thus to open a cut-out valve, as C, in an extension C of the train line pipe .13. Connected to the train line pipe B is a auxiliary pipe A, which leads to a cylinder and latch lifting device shown in Figs. 3 and 4. The cylinder E has a connected, supporting frame E, which pivotally carries the toggle arms F F, behind the cylinder head, a link F, mounted on the toggle pivot F carrying piston rod H having piston H. Between the. piston and cylinder headis a compres- V v Specification of Letters Patent.

Fig. 3; Fig. 5. isa .de-.

Patented June 8, 1915.

Application filed. January 24, 1913. a Serial No. 743,941.

sion spring G. The lower toggle arm F pivotally carries a foot piece F having a guide stud F which extends into a vertical slot F whereby in the movement of the toggle arms, said foot piece F is operated vertically.

It will be noted that we disconnect the throttle from the ordinary lever Jf and that we arrange another short lever J, that we refer to as a main throttle lever, between the throttle and the ordinary lever J pivoting both levers to the same pinv L the reason for which will appear later.

A latch bolt I pivoted at I to a main throttle lever J, is adapted for engagement with a latching block K, that is mounted on an ordinary throttle leverJ used by the engineer. Said latch bolt is adapted to be released from engagement with the latch block through the toggle action referred to, and it has a compression spring L to effect its return to normal position.

In the operation of the instrumentalities named it will be noted that while the train line pressure remains in cylinder E, the toggle arms F F are inclined in the manner shown in Fig. l due to the extended position of piston rod H, spring G then being under compression. But when air pressure is relieved from the train line, either at the cutout valve C, or elsewhere, whereby the brakes are applied in the usual manner, by this means also the spring G is released, thus retracting the piston and piston rod and thereby straightening out the toggle arms F F, having the eifect of extending the foot piece F causing it to act upon the latch bolt 1, removing said latch bolt from engagement with the latching block K. Under this action the main throttle lever is released from its connection with the ordinary lever that is used by the engineer, and said main throttle lever, thus released, is automatically pulled to the olf position by steam action at the throttle valve, or by such other positive means as may be employed, thus shutting off the steam from the dry pipe. The latch bolt I, thus released, is immediately returned to its original position by the action of the compression spring L, and the engineer can then again open the throttle valve by returning his lever to the 01f position, whereby the latching block K will slide un der the latch bolt 1, thus enabling the engineer to operate the main lever.

. Obv u ly 7 keeping the spring L spring" L, to render the device operative. It 1s necessary for the englneer to close valve 0 by returning handle D to its-normal closed position before he can release the brakes, and the occasion, for this act is deemed im-, 'portant 'as' likely to render engineers careful manently unlatching the engineer release We'claim: I 1 Y I 1. Inan air brake system including a tracktrip a valve in the train line pipe adapted to be operated bysaid trip, a cylin der having a'spring pressed piston connected with said train line pipe, a main throttle lever and an engineers throttle lever removablyconnected thereto, together With lever to move to the ofi' position.

means operated by the piston serving, When,

the train line valve opened to disconnect said levers, permitting the main throttle 2. An automatic steam shut ofi? comprising a main throttle lever and an ordinary throttle lever having one general pivot, a latch bolt pivoted to said main throttle lever, alatching block on said ordinary throttle lever to receive said latch bolt, a cyllnder included in an air brake system, a piston with a piston rod operating mechanism including Copies of this patent may be obtained-for flvje; cents each, by: addressing the Washington, I). 0.

the spring G is stronger than a toggle ,joint connected with saidpiston rodand ajspring to'retract said piston and thereby extend said operating mechanism upon a=reduction of pressure in said cylinder, means whereby the extension of said operating mechanism rocks saidlatch bolt, releasing its engagement With said latching Ilghick, and a tensional return for said latch 3. A device of; the character described havingin combination with a throttle valve, a plurality of valve levers,'-me'ans';for enga ing said levers; for simultaneous operation,I a 7 the "lowering er the 4111 pressure 'in said cylinder, as and for the purpose set forth- In testimony wher'eof We have I hereunto set our hands this-16th day 'of January, l9 l3. CE a-HORNE.

i WARREN N. CRANE; In presence 'of SA IE; R. SnMnEA'R, Q GERTRUDE E. COYLE.

Commissioner of Patents, I 

